The development of river-based intermodal transport: the case of Ukraine

It should be noted that the (inland waterway transport) IWT in Ukraine currently is in its infancy in comparison with other land based transport means (rail and road) and with other countries that possess navigable rivers. This paper is an extension of the research initiated by Grushevska and Notteboom (2015) where the concepts of intermediacy and centrality were introduced in order to assess the role of Ukraine in the global and regional transport networks. The list of key obstacles for Ukraine’s intermediacy function included IWT related barriers such as: (i) deficient inland waterway infrastructure, (ii) high IWT costs (fees for bridges, locks etc.) and (iii) pilotage charges. To date the transportation to/from ports is mainly fulfilled by road or by rail based multimodal transport solutions. We present the unutilized potential of Ukrainian IWT that needs to be efficiently exploited for the benefit of the national economy and national transport system. This study intends to enrich the limited academic research on IWT systems in a transition stage, as exemplified by the case of Ukraine

Logistic Service at Ports in Northern Norway. Case Study of the Port of Narvik

This thesis is a part of the Master of Science degree in Industrial Engineering at the University of Tromsø – The arctic University of Norway, Campus Narvik. The aim of this thesis is to improve the logistic service and increase the competitiveness of ports in Northern Norway in order to attract more port users. A literature review on the topics of logistics in seaports is presented, along with an overview over ports in Northern Norway. A survey is conducted on ports in Northern Norway where information about their logistic service and logistic challenges is put forward. Similarly, a case study was carried out on the Port of Narvik in order to gain information regarding their logistic services and logistic challenges. Based on the results of the case study and literature review it was concluded that the Port of Narvik could improve their storage operations with a passive RFID system. It was also concluded that a passive RFID system would likely benefit other small- and medium sized ports in Northern Norway

Multimodal schedule design for synchromodal freight transport systems

Intermodal freight transport has been discussed for decades as an alternative to unimodal road transport. However, it still does not represent a significant portion of the total freight market. A new and promising possibility to improve the performance of freight systems is the synchromodal design of hinterland transport systems. A cornerstone for synchromodality is an integrated view in the design and operation of intermodal transport. A main benefit of this integrated view is an improved flexibility in mode choice in hinterland transport. This paper gives a detailed description of this integrated view for synchromodal freight transport. Based on this description, a mathematical model for designing service schedules for synchromodal freight transport systems is also presented. The benefits of providing integrated transport services compared to separately planned transport services are also discussed for a case in the hinterland network of the Port of Rotterdam

DEVELOPMENT OF COOPERATION BETWEEN CENTRAL ASIAN COUNTRIES AND CHINA IN ACCORDANCE WITH THE “ECONOMIC BELT OF SILK ROAD”

The Economic belt of the Silk Road project (hereinafter referred to as the "EBSR") has formed China's new long-term strategy "One belt − one way". With a view to the practical implementation of the EBSR initiative, China, in cooperation with interested Asian countries, is creating two important financial development institutions: the Asian Infrastructure Investment Bank and the Silk Road Fund. The new Chinese initiative, judging by the available information available, can pursue three strategic objectives:expansion of international and regional trade; the creation of international transport corridors from China to Europe and the Middle East through the territory of Kazakhstan and Central Asia;gradual increase of China's economic presence in Central Asia as a strategically important partner. Kazakhstan, as well as other countries of Central Asia, it is important to participate in the implementation of the Chinese EEPS initiative, to effectively use the emerging new opportunities and advantages of regional cooperation, while achieving, at the same time, minimizing risks and threats.The Economic belt of the Silk Road project (hereinafter referred to as the "EBSR") has formed China's new long-term strategy "One belt − one way". With a view to the practical implementation of the EBSR initiative, China, in cooperation with interested Asian countries, is creating two important financial development institutions: the Asian Infrastructure Investment Bank and the Silk Road Fund. The new Chinese initiative, judging by the available information available, can pursue three strategic objectives:expansion of international and regional trade; the creation of international transport corridors from China to Europe and the Middle East through the territory of Kazakhstan and Central Asia;gradual increase of China's economic presence in Central Asia as a strategically important partner. Kazakhstan, as well as other countries of Central Asia, it is important to participate in the implementation of the Chinese EEPS initiative, to effectively use the emerging new opportunities and advantages of regional cooperation, while achieving, at the same time, minimizing risks and threats

Airport Business Districts – An Indispensable Reality

The purpose of this paper is to examine the role of air transportation as the key catalyst in contemporary urban development. Since the concept of airport-side development is comparatively recent, with little or no guidelines, the study perforce was based on the exemplar sampling, the existing Indian norms, as well as the situation on ground in India. During the course of the study, it was revealed that all three airport area growth drivers, i.e., passengers, service-sector businesses and shippers, are steadily increasing in size and economic importance and have several unmet needs which deserve to be addressed systematically. The conclusions also confirm that the world is in the process of ‘learning’ and coding suitable norms of such development in order to avoid lop-sided development or un-controlled urban growth. The key contribution of the study lies in firmly establishing that till such time that an advanced alternative to airport transportation is found, any country’s economic growth, shall be positivel catalyzed by developing Airport Business Districts